Aeroplane



J. [VII FUNK.

AEROPLANE.

APPLICATION FILED ocT. I6. 1918.

'Patented Jan. 6, 1920.

6 SHEETS- SHEET I.

/NvE/vToR Ja'm e5 N, Fun k.

A TTOHNEYS WIT/VESSES 6 SHEETSA SHEET 2.

Patented Jau. 6, 1920.

J. FUNK.

AEROPLANE.

APPLICATION min 0m16.191s.

J. IVI. FUNK.

AEROPLANE.

APPLICATION FILED OCT. I6. I9I8'.

1,327,543.. Patented Jan. 6, 1920.

6 SHEETS-SHEET 3.

WITNESSES //I/E/I/TOR J. IVI. FUNK.

AEROPLANE.

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J. IVI. FUNK.

AEROPLANE.

APPLICATION FILED OCT. I6. 1918.

1,327,543 Patented Jan. G, l1920.

6 SHEETS-SHEE 6.

1R from Tank mf u' James /`7. Fun/f A TTOH/VEYS TTB@ STATES PATENT OFFCE.

JAMES MORRIS FUNK, OF OTTAWA, ILLINOIS, ASSIGNOR OF ONE-HALF TO THOMAS H. BELROSE, OF OTTAWA, ILLINOIS.

AEROILANE.

Specification of Letters Patent.

Patented Jan. 6, 1920.

Application filed October 1G, 1918. Serial No. 258,363.

To all whom t may concern.'

Be it lmown that l, JAMES M. FUNK,Y a citizen of the United States, and a resident of Ottawa, in the county oit' La Salle and State of lllinois, have invented a new and lmproved Aeroplane, of which the :tollowing is a full, clear, and eXact description.

The invention relates. to the stabilizing and controlling oi aeroplanes by means additional to ailerons and the like.

An object of the present invention is to provide a vane or plane element and con trolling means therefor adapted to automatically function upon a stoppage of the propeller or upon a material decrease of the air current generated thereby, due to the stoppage of the motor or the encountering of an air-pocket, a cross current, upcomer or downcomer or other abnormal atmospheric condition.

A further important object oi' the invention .is to cordinate the stabilizing` vane thus characterized, with interplane surfaces to vary the angle of incidence of the latter proportionate to the movement of the stabilizing' vane, and whereby to position said controlled plane element at a low angle tor flying and a high angle for landing.

A further important object is to provide automatically controlled means to produce a maximum compression of air at the propeller center upon encountering an airpocket or abnormal atmospheric conditions and to so arrange said means as to protect the. propeller from cross currents.

The improved machine is characterized by other important advantages and results in providing longitudinal as well as lateral equilibrium, and affording means to prevent side-stepping, skidding, and slides; it provides an automatic safety device in the event of engine trouble; itis designed to enable a machine to iy at higher altitudes and to accomplish a cross country flight objective in the minimum time considering irregular atmospheric movements encountered; and it provides means permitting of manual control to regulate the propeller thrust in normal air as well as in abnormal air as will appear from the specific description following.

The stated objects are attained by a sys tem involving means whereby to exert a force on a stabilizing vane in a direction to terplane elements, and a propeller thrust regulator.

Reference is to be had to the accompanying drawings forming a part of this specication, it being understood that the drawings are merely illustrative o'l one example of the invention. Y

Figure l is a partial side elevation of an aeroplane equipped with one embodiment of my invention, parts beingbroken away in the interest of clearness;

Fig. 2 is a sectional plan view as indicated by the irregular line 2 2, Fig. l;

Fig. 3 is a partial front elevation;

Fig. d is a schematic view `indicating generally the relative positions of the stabilizing vane, interplane elements, the propeller and the thrust controlling shrouds, with the means to subject said vane to a torce in opposition to the propeller thrust, the view showing diagrammatically the connections between the various elements of the system;

Fig. 5 is a sectional side view of a por-` tion of the propeller shrouds;

Fig. 6 is a transverse section on the line 6-6, Fig. 5;

Fig. 7 is a cross section on the line 7--7, Fig. 5, showing the shrouds adjusted for normal air conditions; v

Fig. 8 is a view similar to Fig. 7 but indicating the shrouds adjusted to constrict thesame and produce an increase in the air directed to the propeller;

Fig. 9 is a sectional side elevation of one form of pressure means to subject the stabilizing vane to a force in opposition to the propeller thrust;

Fig. l0 is a cross section on the line 10-10, Fig. 9. l v

vIn the illustrated example of the invention I have shown the same as embodied in a tractor type of biplane, said type lending itself to demonstration purposes but it will be understood that the invention is applicable to aeroplanes of the pusher type involving a different position of the propeller.

The body l()i of the machine may be of ltion is adapted to exert the blastgenerated thereby againstthe rear end portion of the vane 16,.tend1ng tohold said vane normally 1nactlv'e, that 1s to say, approximately parallel with the direction of travel and l provide l"means 'to exert a counteracting force on said stabilizing vane in a direction to swing-"the same downwardly for functioning,isaid,force, with the propeller operating under `normal conditionsiand exerting its maximum "thrust, being counteractel by the blast or current generated by the propeller. The counteracting pressure means and its connection with'the vane l16 in the illustrated formare as follows: To the lower arm l) for roclingthe fplane downwardly is connected a cable or Aother-'suitable flexible element 1S, saidxcable connecting also with means yto exert a predetermined pull thereon. Said'cable connectswith a fluid pressure means comprising` a slide 21 on the piston lrod 22, the piston 523 of which o perates in a cylinder 24 supplied with fluid under pressure yas hereinafter explained. The arrangement is such that pressure is applied in front of the piston equalV Vto the maximum thrust exertedf'by the propeller against the nvane 16 so that the one .force counteractsthe other. I Varrange interpla-ne elements designated 'generally' by the numeral 25, one of said elements at each Iside of the machiner and I coordinate 'these with the stabilizing v`vane 16 Vto partake of lthe moremcnts of the latter as follows: A cable Qtr connects `iat one end Ywith lthe `upper rocker armQOonthe shaft 17 of vane 16 and runs over-'suitable guide sheaves and is branched to connect with the'lower-arms 27 on Vrock shafts 28 'carrying the 'respective plane ele ments lAlso, linked up with the interplaneelementsQ -lare shroud elements extending about the propeller-'ltand arranged to vary Vthe volumeof air passing through the shroud elements to the propeller. Thus, on-the shaft 28 of the plane elements 25 are upper llevers or rockia-rms '30 connected with which `are cables 31 running over suitableguides to l'leversBQ- fadante'dy`to =cause Ya 'constr i'ction of theinner periphery ofthe shroud whichI is arranged in almost` a completecircl'e'iabout the propeller. 'Each vshroud* sec `=f33s vet faerefoil 1 ,shape and shallow.

.The inner walls of the shroud sections are arranged to be flexed to have in effect hinged connection so that when flexed inwardly, the shroud is in effect constricted to deflect an Aincreased volume of air to the propeller toward the center of the latter. ln the arrangement each section has a series of flexible ribs 3a preferably of vulcanite fabric, the rear portions of which are slotted as at 35 7 and S). The levers 232 are mounted on a jointed rod or tumbler shaft 86, the sections of which are connected by universal couplings 37. the shaft extending through the several shroud sections 33. the levers 3Q being connected between the sections as best seen in Fig. (3. On the tinnbler shaft sections 3G are lerer arms $8 (Figs. 7 and 8), the, outer end of each of which has a pin 39 operating in a slotted guide 40 on the adjacent rib let radially inward from the adjacent slot 35, so that the swinging ofthe arm 3S through an angle corresponding with the angular movement of the lever 32 will exert pressure radially inward on the guide l0 and therefore will flex the inner wall 38" of the shroud section to vary its curvature from the normal position of Fig. 7 and approximately parallel with" the axis of the propeller to an angular position as indicated in Fig. S.

By the described arrangement with the piston 23 subject to a pressure equal to the equivalent` safe-speed thrust, or yat any predetermined thrustof the propeller` under normal air conditions, the vane 1G and the plane elements will be maintained :1pproxiinately parallel with the dirertimx of travel and `also no pull will be lexerted on the levers 32 tending to consti-ict the shrouds 33. lVhein however, due to an air-pocket or the like, there fis a reduction of the thrust exerted by the propeller on the stabilizing vanelG and this becomesI inferior to the pressure on the piston 23. the. latter pressure will-move the piston 23 rearwardlyv ext-atingthereby a pull on the cable 1S and through the arin 19 will swing the vane 1G downwardly, therebythrowing the machine into a nose fdive under any atmospheric disturbance tending to stall the machine. rt the same time the rocking ofthe shaft 17 and the upper arm Q0 associated with the stabilizing vane will lthroughthe cablesQGnrock the planes'25 to vary the angle of incidence to incline them to a lifting position. Simultaneously, with the swinging` of the stabilizing vane 16 and plane elem nts a rearward pull will lbe exerted on the cables Sl and levers32 to flex the inner wall 33 of thel shrouds in the manner described for constricting `the air passage provided by the shrouds to the propeller so that more air is directed 1tothe propeller and toward the center -thereof to Irestme the-air current and thrust .exerted against the stabilizing ranele and thereby tend to restore the equilibrium between the force exerted by the propeller 'and that exerted by the counteracting pull forward movement of of the piston 23. the piston 23 in restoring the plane 16 exerts a pull on a cable 26 connected With the slide Q1 and connecting as at 26b with a cable 3l, thereby through the adjacent lever 30 rocking the shaft 28 of a plane element 25, thus exerting a reverse pull on the cable 26 and lever arm 20 and thereby simultaneously restoring the stabilizing plane 16, plane elements 25 and shrouds 38, to normal positions.

1 Would state here with respect to the plane elements 25 that they are not provided for the purpose of balancing the machine as in the case of ordinary ailerons but they are for the purpose of increasing the lift. Both the said planes 25 act in the same direction and at the same time so that both make a positive angle vvith the air stream Whereas the regular ailerons and control surfaces of the machine, it is to be understood, are retained vvith my improved control sys tem which is entirely independent of the surfaces used for lateral and longitudinal balance. The fluid pressure for the cylinder may be provided by a tank il, a reliable supply in which is maintained by connecting the same as by a pipe 4t2 with a pump a3 of any suitable design and operated by a fan lll on the pump shaft and subject to the resistance of the air when the machine is traveling. Said tank al connects as by a pipe l5 With the valve chest 46 having a rock valve a7 manually operable by a handle 48. Said valve chest communicates With the opposite ends of the cylinder 24 by ports or passages 49, there being an exhaust port 50 from the valve chest to the exhaust 51, so that the valve may establish communication betvveen either end of the cylinder or the exhaust or may cut olli' said passages to any desired extent. A surplus of air is always conned in the tank 4:1, the air valve 4:7 is manually opsA erated by its handle which when once set or adjusted renders the operation of the piston 23 practically automatic, the valve being manipulated to allow any used air to escape through the exhaust port. For manual control in landing, it being desired for safety reasons that the motor be left running, any incidence angle of the planes 25, or lift, which in this instance is a head resistance, may be had by varying the position of the piston by manipulating the valve 48. When making turns at low altitudes, any similar necessary plane element conditions may be had. The same conditions, that is, the maximum thrust, are necessary before starting; the maximum incidence angle virtually creates a head resistance comparatively great, and the ascent is not started until the screw is delivering maximum, at which time the surfaces are rectified through the control of the valve and piston, a run is made-vvhich in this instance is comparatively shortthus getting momentum to take the air.

1t will be observed that the propeller shroud 38 surrounds the Vpropeller at the sides and directs the air in to the propeller, an incidental obj'ect being to enshroud the propeller to allow it to receive only that air Which is directly ahead and also to protect it against side drift and cross currents.

1 Would state in conclusion that While the illustrated example constitutes a practical embodiment of my invention, l do not limit myself strictly to the mechanical details herein illustrated, since manifestly the same can be considerably varied Without departure from the spirit of the invention as defined in the appended claims.

Having thus described my invention, I claim as new and desire to secure by Letters Patent: i

l. ln an aeroplane, stabilizing means including a vertically swingable vane, and means tending to swing the vane from a neutral Vposition for functioning, said vane being located rearward of the propeller of the aeroplane and in such proximity thereto as to be subject to the air current generated by the propeller to such a degree that said current in the normal operation of the propeller Will counteract the second-mentioned means to maintain the vane neutral.

2. In an aeroplane, stabilizing means in# cluding a vertically sivingable vane in the rear' of the propeller of the aeroplane, a plane member movable With said vane to vary its angle of incidence, and means to svving the vane from a neutral position for functioning, said vane being positioned to be subject to the air current generated by the propeller so that said current in the normal. operation of the propeller Will conteract the last-mentioned means to maintain the vane neutral.

3. In an aeroplane, a vertically swingable plane positioned to receive the air current produced by the propeller of the machine, means to exert a counteracting force against said vane, and plane elements at opposite sides of the machine and both movable in the same direction simultaneously to vary' their angle of incidence With the swinging of said vane.

4. In an aeroplane, a propeller, stabilizf ing means includingI a vertically svvingable vane, means tending to swing the vane from the neutral position for functioning, said ume of airdirected to the propeller, said last-mentioned means being connected with the stabilizing vane to be actuated with the swinging of the latter.

5..In an aeroplane, a propeller,y stabilizing means including a vertically swingable vane, means tendingto swing the Vane from the neutral position for functioning, said Vane being located rearward of the propeller of the aeroplane to be subject to the air current generated by the propeller in the normal operation of the latter for counteractu ing the second-mentioned means and maintaining the vane neutral, curved elements mounted toflex for Varying their curvature,

and disposed adjacent to the propeller tcdirect airthereto2 and means to flex said elements to a position convergent rearwardly to increase the Volume of air directed to the propeller when the stabilizing vane moves to a position forA l'unctioning.

6. In an aeroplane, a propeller, means to direct air to the propeller, and means controlling said first means andsubject to the action of the propeller, to vary said first means upon a reduction of the thrust of the propeller.

7. In an aeroplane, a Vane in the rear of thepropeller and swingable about a horizonu tal axis, means tending` to swing said Vane from a neutral position for functioning., means tending to exert a eounteracting force on the vane to maintain the saine in the neutral position against the tendency of the irstfmentioned means, a main plane on the machine, an auxiliary plane at each side of the longitudinal center of the machine and swingable kdownwardly through an angle relatively to the main plane, and means to actuate said auxiliary planes by increments of the vane.

8. In an aeroplane, a propeller, a rane mounted to swing through an angle about a horizontal axis rearward of the propeller and subject to the air current generated by the latter to maintain the Vane in a neutral position, a Huid-pressure cylinder, and a piston operating in said cylinder and subject to the pressure therein in a direction to swing the vane upon a reduction of the force of the air current generated by the propeller.

9. In an aeroplane, a propeller, a rane mounted to swing through an angle about a horizontal axis rearward of the propeller and subject to the air current generated by the, latter to maintain the vane in a neutral position, a Huid-pressure cylinder, and a piston operating in said cylinder and subject to the pressure therein in a direction to swing the Vane upon a reduction of the force of the air current generated by the propeller; together with a fluid pressure tank conimunicating with said cylinder, and means independent of the motive power oi? the aeroplane tomaintain pressure in said tank.

l0. In an aeroplane, a main plane, plane elements additional to the main plane and disposed at opposite sides of the aeroplane. and means controlled by the action of the propeller to simultaneously vary the angle of incidence of said additional plane elements to more the same in a. corresponding direction, upon a reduction of the thrust of the propeller.

JAMES MORRIS FUNK. 

